Safety-switch system



Sept. 18, 1928.

l 1,684,618 w..c. DAVIS. JR

SAFETY SWITCH. SYSTEM Filed March 18. 192 2 Sheets-Sheet 1 f .9%

- Sept,i 1s, 192s.

- 1,684,618 C. DAVIS, JR

SAFETY SWIT-CH SXSTEH Filed March 18, 1927 2 Shets-Sheet 2 Patented sept. 18, 192s.

^ standing.

UNITED 'sTATss rArENr OFFICE.

WILLIAM o.v DAVIS, JR,

or JASPER, ALABAMA.

SAFETY-SWITCH SYSTEM.

`Application filed March 18, 192'?. Serial No. 176,476.

This invention relates t0 a safety switch a normal switch connection between the saine systeiii7 and particularly to a train control switch disposed in cooperative relation to the regular or normal switch for directing a train from one track toanother, and adapted to supplement such Vregular switch. in case of failure of the same to properly operate.

Many serious railway accidents have occured by"misplaced switches or where the speed of the train was such as to cause it to overrun the switch and fail to take the siding. This is particularly the caseon single track railroads where it is customary for one train when reaching a siding to await the arrival of a second train which is intended to pass the first arriving'traineither on the main line or by siding.

A number of collisions betweentrains have recently occurred through failure of the regular switch to properly act, either carelessness orby accident, and thepresent'invention seeks to positively insure the switching action by use of a. su] pleinental safety switch which issolely controlled bythe first train arriving at the point of passing, so that if the later arriving train fails to keep its proper track it will be directed thereto by a cross-over section extending between the main line and the siding.

The operation of such a safety switch is preferably electrically controlled bya third rail and a contact device carriedV by the train and such a switch includes a switch releasing device disposed at a point remote from the position where the first arriving train is The invention has for an obj ect to provide a construction of safety switch adapted to cooperate with separate tracks and the nor inal switch connecting the same, such safety switch being directly controlled by the firstarriving train to prevent a subsequent arrivingA train from entering the same section of track. W*

p A further object of the invention is to provide asystem in which both the main line and siding are provided with third rail power conveyors in circuit with safety switches which controll cross-oversections extending between the main line and siding7 such switches being operable by a Contact device establishing circuit between the third rail and the track rails.

A further obj ect of the invention is to provide a system embodying separate tracks with and independent cross-over connections fromv one track to the other, such cross-overs beine controlled. by an electric switch adapted t?) be released by a circuit established by a train control device and to be restored in'the subsequent passage of a train in a directionl opposite to the other end of the switch point.`

Other objects and advantages of the inven'- tion will be hereinafter set forth and the novel features thereof defined by the appended claims.

In the accompanying drawing lt gurel is a diagram showing the' track arrangement with the electric connections;

Figure 2. is an .enlarged plan of theleft portion of Figure l; i n

Figure .3 is a detail planof Ione ofthe safety switches; 4 Y

Figure 4 is a detail perspective 4of the switch point and its 'retaining device; and

Figure is an elevation .of Vthe contact device carried by a train.

Like reference characters designate corresponding partsthroughout the several iigures ofthe drawing.

The invention is adapted for various ap-l plications and indifi'ercntipositions relative to the separate tracks to becontrolled, and for the purpose of illustration -is yherein shown as having thesafety switchescontrolling both ends of a siding. y

Assho'wn in Figure l, the main line track 10 1s associated with'a second or siding track ll and these are connected at lOpposite ends of the main section of the track l0 by means of cross-over tracks 12 which are soleiy traiiicontrolled. At the connection of the sidinev 11 with the niain line 10 normal orfrccjulativ switches 13 and 14 are provided.4 The crossover track 12`irst mentioned is int-ersected by an oppositely disposed cross-ove'rtrack 15l and the tracks 12 and 15 are provid-ed with the usual spring switches at 16 at their outlets adapted to be opened by the wlieei flange of a passingl train andfautoniatically closed'.l

Cooperating with thetrackage sys-tem iust described is a series of third rail sections `disposed in associated relation with the main line and siding t-r c'ks. The separated'sections 17` and 18 are located von the mainlinaand simi lar sections 19 and 20 disposed between the rails of the siding. From the thirdfrail'sec-v (its over at its juncture with the main line. The rail section 18 is proyidedjwith a cir;- cuit 23 extending to a safety switch 24 for its electrical control. The third rail 19 of the siding has a circuit 25 extending to the switch 26 controlling the entrance intothe crossover 12 While the third rail Section 20 of thesidinga has circuit connection at 27 with the safety switch 28 controlling the ent-rance into the cross-over 12 at its end next the main line.

The return circuit from. the' several `electric switches described may be through a line`29- extending to a power line 30, while the opposite power line 31 is electrically connected at 32 with the main line track rails. f It is understood that these various electrical connections are suitably insulated and protected at their points of intersection or crossing the track rails.` l

Any desired form of'electric-ally controlled switch `may be used in connection with the invention but a preferred construction thereof is shown in Figures 3 and 4 and forms the subject of an application filed of .even date herewith. In this form of the invention the switch frog or point 35 is thrown in open position by a tension spring 36 but is usually held in closed position against the tension of such spring by a latch 37 which passes through-an aperture 38 in the switch point,

35 and engages the rear wall thereof. This latch is impelled toward aretaining position by a spring 38 extending therefrom to a fixed point and the latch suitably pivoted Vat 39 upon any-desiredsupport. This latch is pro'- vided with an armature member 40` which is adapted to be attracted byan electro-magnet 4l from which the circuit connections 42 extend. lThis magnet when energized swings the latch out; offengagementwith the switch point and against the tension of the spring 38` so that the switch is opened by the action of the spring 36` andvremlains in that position untilthe passage of a wheel upon the rail in a direction away from the switch pivot forces the point toward therassociated rail where it p is automatically latched by the action of the spring 38 as at that time the magnet is not energized. i i

For `the purpose of establishing circuit between the third rail and track rails to energize the switch magnet, various devices mightbe used, a simple form of which com-` prises the'shoe 43 mounted upon vthe train,

for instance the locomotive, and having av supporting rod/44 extending to an operating Y lever 45 which is normally held in raised position by a spring `46 extending therefrom to a support 47. As indicated in Figure 5, the circuit is carried from the third rail through asuitable support 48 to the train wheels which establish the return circuit by the line 32 to the source of power. i i

The'action of the switch is automatic after its release by the train device, and the parts protected by a cas- U` of any .preferred felini.` f 1 f .described may be suitably 1n different applications, several of which will be referred to` in`I` explainng the operation.

Assume that the first arriving train passes the closedusavitch 13 at the left of Figure 1 and remains on the main line in position for the operatorto establish circuit through the third'rail`17'which releases and opens they safety switch at 22.". Und'erthiscondi` tion, if a train approaches fromthe vrig-ht and fail to take the switch at 14.` onto the sfid ing 11, it would continue onthe `main line until it reached the `safety switch and would be there directed into the crossover 15 ontoY the siding section. If4 the train `first arriving is to await a passing train upon the siding section and approaches from the left of F ig, ure l, itwill take the switch at 13 entering the siding and `make circuit through the third rail 19 so as to energize the safety switch 26 through the line 25. If for any reason a train approaching from`the right doesnot continue on the mainline vbut enters the sid-y ing, it will be safely directed by thesw-itch 26 onto the crossover 12. Y

From the circuit connections shown lin Figure 1, it` will beV seen that asimilar operation to that just described will occur if `the first train arriving at the point` ofpassing travelling in a direction toward the rightV of said figure, as the third rail section 18 of the main line controls the switch 24 Aand the similar section 20 of the siding controls the switch 28.

"The inve tion is adapted for` a number of lun From the foregoing description itv will seen that the invention presents a simple and efficient safety switch adapted lto be controlled by a train first arriving at a siding sonas to efi'ectually prevent accident by ,collision with a train approaching from an opposite direction and entering the sectionof track `upon which .the standing train is disposed. A

While the details of the invention have been specifically shown and described-with their various circuit connections, the invention is not confined thereto as changes and alterations maybe `made without departing from thespirit thereof as defined bythe followingclaims. i

L'IM

lli

Having thusdescribed Iny invention, what entrance to each of said cross-over tracks, third rail power sections associated with each of the tracks, and circuit connections therefrom to control the safety switch at a. point removed from the third rail section contacted by lthe train device.

3. In a safety switch system, a main line track, a siding track having switch connection therewith at oppositeends, cross-overs between the siding and main track, safety switches. controlling the entrance to said cross-overs, and train controlled means for actuating one of the safety switches from the train first arriving at the point of meet-ing.

ll. In a safety switch system, a main line track, a siding track having switch connections therewith at opposite ends, crossover tracks extending between the siding and main line tracks adjacent said switch connect-ions, a power third rail associated with both the main line and siding tracks, electrically controlled switches at one end of each of said cross-overs, and circuit connections between the third rails and said switches to the track rails.

5. In a safety switch system, a main line track, a siding track havingV switch connections therewith at opposite ends, cross-over tracks extending between the siding and main line tracks adjacent said switch connections, a power third rail associated with both the main line and siding tracks, electrically controlled switches at one end of each of said cross-overs, and circuit connections between sections being disposed to control the. electric switch at the opposite end thereof.

6. In a safety switch system, a main line track, al switch track, a switch member controlling the entrance to said switch track,

means for normally holding said switch inemmain line travel, and train controlled means for automatically establishing switch track connection after the passage. of a train upon the main line track over said switch.`

8. In a safety switch system, a main line,"

track, a switch track, a switch member controlling the entrance to said switch, means for normally holding said switch for main line-travel, train controlled means for auto inatically` establishing switch track connection after the passage of a trainuponthe main line track over said switch, and means for automatically retaining said switch inv main line position actuated bv thepassage of a train over the switch member in an oppovsite direction.

In testimony whereof I aix my signature.

VILLIAM C. DAVIS, JR. 

